Flying-machine.



J. S. LANG.

FLYING MACHINE. APPLICATION FILED AUG.23, I9I2.

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FLYING MACHINE.

APPLICATION H!!!) AUG 23. 19:2.

Patented Feb. 20, 1917.

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FLYING MACHINE.

' APPLICATION FILED AUG,23. I912- mm. Patented Feb.20,1917.

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J. S. LANG.

FLYING MACHINE.

APPLICATION FILED M6423. 1912.

Patented Feb. 20, 1917.

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FLYING MACHINE.

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Patented Feb. 20,1917.

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FLYING MACHINE.

APPLICATION mm Aue.2a. 1912.

Patented Feb. 20, 19171 10 SHEETS-SHEET l0.

JAMES s. LANG, or BOSTON, masseciiosn'r'rs.

FLYING-MACHINE.

Specification of Letters Patent.

Patented Feb. 20, 1917.

Application filed August 23, 1912. Serial No. 716,571.

provide improved means for facilitating the control and balance of themachine during flight.

My invention can best be seen and understood by reference to thedrawings, in which- Figure 1 shows the machine in plan.

Fig. 2 shows the same in side elevation.

Fig. 3 shows the same in front elevation.

Fig. 4: shows a plan of a portion thereof in enlarged detail.

Fig. 5 is a side elevation of a portion thereof in enlarged detail.

Fig. 6 is a view in, elevation of that portion of the apparatus whichWill hereinafter be referred to as the operators seat, together with aportion of the gear for controlling the same.

Fig. 7 is a plan of a portion of the gear shown in Fig. 6.

Fig. 8 is a view partly in plan and partly in cross-section of a portionof the apparatus shown in Fig. 6.

Fig. 9 is a view mainly in elevation of a modified method of supportingthe operators seat.

Fig. 10 is a view in side elevation of the apparatus shown in Fig. 9.

Fig. 11 is a plan of a pulley forming an element of construction as willhereinafter be explained.

Fig. 12 is a view in end elevation of a portion of the apparatus shownin Fig. 5.

Figs. 13 and 14 are sections showing in enlarged detail another portionof the apparatus shown in Fig. 5.

Fig. 15 is a View mainly in cross Vertical section of a still furtherportion of said ap paratus.

Fig. 16 is an elevation showing in enlarged detail another portion ofthe apparatus to which especial reference will here inafter be made.

Fig. 17 is a plan of a portion of the apparatus shown in Fig.16.

The frame of the machine consists of two sections or parts, primary andsecondary.

The prlmary or mam frame supports the body of the machine including themain lifting planes, the lateral balancing planes and other associatedparts including a portion of the driving mechanism and controlling gear,while the secondary frame forms the tail portion of the machine andcarries the vertical and horizontal steering planes or rudders and otherparts as will hereinafter be explained.

The primary frame consists of top and bottom horizontally-extendingbeams 1 and 2, respectively. Connecting these sets of beams arestanchions 3 and struts 4:.

The secondary frame consists of horizontal top beams 5 and bottom beams6. Each of these sets of beams connect respectively with the top andbottom beams 1 and 2 of the primary frame to extend backwardly therefromand at substantially right angles thereto. The horizontal beams 5 and 6are also connected with one another by stanchions 7 and struts 8.

Built into the forward end of the machine and centrally disposed thereinis a further auxiliary frame consisting of spaced beams 10 substantiallyparallelly arranged and with which connect elevated side rails 11. Thisauxiliary frame is one upon which various of the parts hereinaftermentioned are mounted, for which reason attention is directed to theelements of the frame at this point.

The machine shown embodying my present invention is of the well knownbiplane type, 12 representing the upper main lifting plane and 13 thelower main lifting plane, both these planes being built on the main orprimary frame.

14 and 15 are laterally-controlling or balancing planes. Thedisposition, arrangement and operation of these balancing planes aresubstantially as described in my co-pending application for LettersPatent of the United States, filed May 29, 1911, Serial No. 630,115,excepting for certain improvements to which reference will hereinafterbe made. Briefly these balancing planes are relatively small planesarranged beneath the upper plane 12 of the major planes, and cooperatingtherewith for effecting the lateral balance and control of the machine.The planes are arranged to occupy positions the same distance removedfrom the major plane 12 or be movable toward or away from this plane.They are pivotally supported by means of hangers 16. These hangersconnect at their upper ends with the top beams 1 of the primary frame.To the lower ends of the hangers the respective auxiliary planes arepivotally secured. As will later be explained, these auxiliary planesare con trolled both manually or by the body of the operator, and alsoautomatically through a gyroscopic control.

At the rear or tail end of the machine are arranged vertical guidingplanes or rudders 17 and 18 respectively which act to laterally controlthe machine or direct its movement to, the right or left. Each of theserudders is arranged to turn about a vertical axis the same being pivotedat their forward edges by hinged connections 19 to the struts 8 of thesecondary frame just forward of the extreme rear end thereof. At theextreme rear end of the secondary frame are arrangedhorizontally-extending planes or rudders 20 and 21 respectively by whichthe rise and fall of the machine is controlled. Each of these rudders ispivoted to turn about a horizontal axis, the same being pivotallysecured at their forward edges by hinged connections 22 to thestanchions 7 at the extreme rear end of the secondary frame.

The machine is driven preferably by means of separate engines by whichpower may be applied for propelling the machine in case either oneshould fail. Of these engines 23 represents an engine arranged upon thebeams 10 of the auxiliary frame. These beams extend in part forwardbeyond the front horizontal beam 2 of the primary frame and upon theforward projecting portion of these beams the engine 23 is arranged. Theengine operates a driving shaft 2% which projects horizontally backwardin the machine and is supported to turn by a box or hearing 25 suitablyarranged upon the beams 10 of the auxiliary frame. This engine acts todrive two propellers 26 and 27, respectively. These propellers arearranged at the front of the machine to exercise a drawing actionthereon. Each of the propellers is provided with a shaft 28 journaled toturn within bearings 29 fixed in the primary frame. Power is applied forturning the respective propellers from the driving shaft 24 of theengine by means of sprockets 30 arranged upon the respective shafts andconnecting chains 31.

The machine is also propelled by means of a gyroscopic engine 32operating to drive a propeller 33. Both this engine and propeller drivenby it are supported by the auxiliary frame, but inasmuch as the engineforms an essential part of the automatic control of the machine theparticular manner in which the engine is supported. and the manner alsoin which the power thereof is transmitted for turning the propeller 33will be reserved until description is made of the particular phase ofautomatic control to which the engine pertains.

Referring now to the control of the machine, reference will first bemade to that control effected by the auxiliary or lateral balancingplanes 14 and 15. These planes as explained above, are arranged beneathand cooperate with the major plane 12 for effecting the lateral balanceor lateral control of the machine. The normal disposition of theseplanes is a balanced position or one in which both planes are removedsubstantially the same distance away from the main plane. From theirnormal -position the auxiliary planes are moved for increasing ordiminishing the lifting etliciency of the main plane on opposite sidesof the machine, the lifting efficiency of the auxiliary planes alsobeing varied as these planes are moved. The support of the auxiliaryplanes by the hanger 16 is such that they will swing fromtheir normalpositions with both a lateral movement and also a movement oftranslation toward or away from the working surface of the main planeand this, moreover, without varying the angles of incidence to theatmosphere of the auxiliary planes. The movement given the auxiliaryplanes is also such that as one plane is moved with a lateral inwardmovement and combined movement of translation toward the working surfaceof the main plane, the other auxiliary plane is moved with an outwardlateral movement and combined movement of translation away from the mainplane. The resultant elfect is accordingly obtained that as one of theauxiliary planes approaches the working surface of the main plane theair resistance against the main plane in that part approached by theauxiliary plane on one side of the machine is cut off as the machine ispropelled through the air and at the same time the working efiiciency ofthis auxiliary plane will be diminished because of its nearer proximityto the longitudinal center of the machine. On the other side of themachine that auxiliary plane which is being moved farther away from theworking surface. of the major plane does not diminish in any way thelifting efliciency of the major plane and its own lifting efliciency isincreased because it is moved laterally farther away from thelongitudinal center of the machine.

I prefer that the minor or auxiliary planes when occupying their normalpositions shall have such adjacent proximity to the working surface ofthe main plane that both auxiliary planes will impair to a slight degreethe working efficiency of those portions of the face of the main planeto which they are adjacent on opposite sides of the machine. Theadvantage of this is that as the one auxiliary plane on one side of themachine is moved to more nearly approach the working face-of the mainplane, diminishing the efficiency of such portion of the main plane, theother auxiliary plane moved in a reverse direction away from the workingface of the main plane will thereby leave the working face of the main.plane to which it is a'djacent unimpaired and with full workingefliciency. It is also to be observed that whatever the positions of theauxiliary or minor planes may be the lifting efficiency of these planeswill remain substantially constant, which is due to the fact that duringtheir movement the angles of incidence of the auxiliary planes to theatmosphere are not changed.

The practical effect of the arrangement above described is that as themachinetends to become unduly unbalanced or elevated upon one side, theminor plane upon that side is moved inwardly into closer proximity tothe major plane diminishing the lifting efiiciency of the major planefor that side and also the efficiency of that minor plane, at the sametime greater efficiency is given to the working surface of the majorplane on the other side of the machine by the reverse movement of theother minor plane which is moved outwardly away from the major plane.The working efficiency of this minor plane is also increased. When themachine has been restored to a proper position of equilibrium then thetwo minor planes are restored to their original or normal positions.

I have arranged whereby the control of the minor planes may be effectedeither automatically or by hand as occasion may require. The machineoften encounters sudden gusts of air tending to unbalance it. It thenbecomes desirable to provide means whereby the minor planes may be movedautomatically to meet and overcome these conditions, after which theymay be returned to their normal positions.

The minor planes are controlled as follows: Mounted upon the side rails11 of the auxiliary frame is the operators seat 35 (see Figs. 4 and 5).This seatcomprises the seat proper 36, arms or sides 37, and a crossback connection or rib 38. The back of the seat otherwise comprises amovable upright or post 39 pivotally secured to the back of the seat 36at point 40 to extend upwardly therefrom. This post carries a back rest41 against which the operator may lean. This movable back piece or rest,it will be observed, is arranged in front of the back cross connectionor rib 38 whereby it may engage this rib and become 'fixed thereto asthe operator leans back against the rest 41. The engagement between thepost 39 and rib 38 assists in effecting the automatic control of therespective minor planes and of this description will later be made,reference first links 43 are pivotally secured to the rails 11 by thebrackets 44 fixed thereto, the links 43 pivotally connecting with thebrackets .44 at points 45 to extend downwardly therefrom and pivotallyconnect with the links 42 at points 46. Thus mounted, the seat iscapable of having lateral movement in the direction of one side of themachine or the other, and this may be effected by the operator, anysuitable brace for his feet being provided for this purpose. Connectingwith the sides 37 of the seat, or more accurately, with arms 47extending upwardly therefrom, are connections 48 which extend from therespective arms and connect respectively with the respective minorplanes. The disposition and arrangement of these connections may be seenby reference to Figs. 1 and 3 where it will be observed that theconnections extend laterally between the major planes and downwardly inthe direction of the under plane 13 to points 49 where the extension isprovided with separate branches 50 and 51. These branches are furtherextended in the direction of the ends of the under major plane and atthe outer corners thereof are passed around pulleys 52 and thenceupwardly to connect with the respective minor planes at points 53. Therespective connections 48 are bound together by a further con-,

nection 54 which connects with the respective connections 48 at thepoints 49, or where the connections 48 meet the branch connections 50and 51, respectively, as aforesaid.

Assuming that the operators seat 35 is in its normal position ofsuspension, the arrangement of these various connections is such thatthe minor planes will be allowed to assume a position each equidistantfrom the major planes 12 with which they are cooperating. Such positionof the minor planes will be assumed in the operation of the machine, forafter themachine has started the force of the air acting against theminor planes will tend to lift the same into their normal positions whenall slack in the connections running between the minor planes and theseat will be taken up. I prefer. however, that the minor planes may bemaintained in an approximate normal position by means of a connection55. This connection runs along beneath the major plane 12 and rendersover guides 56 suitably secured to the primary frame, and thence theforce of the air as aforesaid during the operation of the machine. \Vhenthe minor planes have assumed their normal position the connection willbecome slightly slack in order that it, may not interfere with thereverse movement of the minor planes for controlling the balance of themachine.

The minor planes are operated for balancing the machine from the seat.In other words, assuming the machine has tipped laterally in onedirection or the other, then that minor plane upon the raised side ofthe machine is moved in a direction inwardly toward the major lane 12diminishing the efficiency of the p anes on the raised side of themachine. At the same time the other minor plane on the lower or tippedside of the'machine is moved outwardly and farther away'from the majorplane increasing the efficiency of the planes on this side of themachine. The machine accordingly tends to become restored to a normalposition. These movements of the respective minor planes are effected bythe operator simply moving the seat laterally in one direction or theother. In other words, the operation is effected by moving the seat in adirection reverse to that in which the machine has -become tipped andwhich operation continues until the machine has been restored to aposition of equilibrium when both of the minor planes by the return ofthe seat become restored to their normal positions.

I prefer that the minor planes shall not be moved too far away from themajor plane 12 with which they are cooperating and accordingly there areprovided stops 58 upon the primary frame which the links 16 of the minorplanes are adapted to engage for preventing this.

It is evident that the operators seat in order to have proper lateralmovement for effecting the operation above described may be mountedother than as above described,

' and in Figs. 9 and 10 there is shown another mode of accomplishingthis. Here"the seat is provided on theunder side thereof with anglepieces 60 bearing wheels or rollers 61 which are arranged to run withinchanneled bars 62 secured respectively to the side rails 11 of theauxiliary frame. The disposition and arrangement of these bars is, also,such that as the operator moves the seat to overcome the unbalancedposition of the machine the seat will tend to maintain at all times asnearly a horizontal position as possible, this being effected simply byinclining the grooves or races in which the wheels 61 of the seat areadapted to run.

The automatic control of the respective minor planes 14 and 15 may,also, be effected by automatically moving the seat in the manner abovedescribed. This is accomplished primarily through the influence of thegyroscopic engine 32 and a frame carrying the same which are pivotallymounted and controlled to maintain at all times a normal position ofsuspension irrespective of the lateral unbalanced position of themachine. This is accomplished in the following manner:

Fixed to the auxiliarv frame at the rear end portion thereof is what maybe termed a yoke 65 provided with trunnions 66. The arrangement of thisyoke is such that its trunnions will extend in alinement with oneanother and lie within or parallel to the longitudinal axis of themachine. According to the drawings an attempt is made to show thesetrunnions lying within the longitudinal axis of the machine. The yoke issupported in the body of the machine by mounting the trunnions 66thereof in cross bars 67 extending between the beams 10 of the auxiliaryframe. The yoke is otherwise braced and fixedly held in place in anysuitable manner as by a brace bar 68 which connects with the yoke andwith the rails 11 of the auxiliary frame.

The engine 32 is arranged to turn in a frame 70 preferably rectangularin form. This frame is pivotally suspended from the trunnions 66 of theyoke by means of hangers 71 pivotally mounted to turn upon therespective trunnions. With this arrangement the engine and framecarryingthe same become pivotally suspended and will assume a normal gravitatedposition. Owing to the pivotal arrangement, however, the yoke and bodyof the machine to which the yoke is secured may turn on the longitudinalaxis of the machine independently of the engine and its frame 70. Inother words, with the engine and frame carrying it occupying theirnormal gravitated positions the body of the machine carrying therespective auxiliary lateral controlling planes 14 and 15 may turn onthe longitudinal axis of the machine relatively to the engine and itsframe by the trunnions 66 of the yoke turning in the hangers 71supporting the engine frame; or--the engine and frame may turnindependently of the yoke and body of the machine by the hangers 71turning on the respective trunnions. It is the tendency of the engine,however, by reason of its being a gyroscopic engine, to maintain itsnormal gravitated position and it will tend to hold its frame in suchpos1- tion irrespective of the laterally-turned position of the machine.

The engine 32 and frame carrying the same thus becomes a part tending tomaintain a constant position as other parts or emma body of the machinebecome laterally changed or unbalanced with relation thereto. Thechanged relationship or position of the parts accordingly becomes ameans by which force may be applied for stabilizing the machine as isWell known to those skilled in the art. In the present instance this isaccomplished through movement automatically applied to the operatorsseat for laterally moving the same in one direction or the other andcontrolling the minor balancing planes 14:, 15, therethrough in themanner above described. As was before explained, also. the post 89pivotally secured to the back of the seat 36 is adapted to be moved. bythe operator restinglagainst the same, bacluvardly against the backconnection or rib 88 of the seat. Where this engagement takes place boththe post and cross rib are made serrated or toothed (see Fig. 8) so thatas long as the post is held in contact with the rib the parts willbecome joined to move laterally in unison and any force applied to thepost for laterally moving the same will impart a. like lateral movementto the operators seat.

Connecting with the post 39 on the rear side thereof at the point 75 areconnections 76, 77, respectively (see Fig. 6). These connections extendlaterally from the post and pass around pulleys 78, respectively,secured to the stanchions 3 of the primary frame. From the pulleys 78the respective connections, 76 and 77, are passed downwardly andinwardly around a series of sets of pulleys 79, 80 and 81, respectively.The respective sets of pulleys are mounted upon a plate 82 extendingcrosswise between the beams 10 of the auxiliary frame and affixedthereto. Of these sets of pulleys the set 79 is arranged between thesets of pulleys 80 and 81 and is mounted to turn upon a spindle 83secured to a stationary bracket 84 fixed to the plate 82. The respectivesets of pulleys 80 and 81. however, are mounted to turn in carriers 85pivotally secured at points 86 to the plate 82 at opposite ends thereofand'in a manner whereby either set of pulleys 80, 81 may move toward oraway from the set of pulleys 79.

It will be observed that each set of pulleys is compounded or made up ofthree simple pulleys independently rotated. The separate pulleys of theset 79, however, are each provided with duplicate grooves in order thatseparate cords passed around each of these pulleys in its respectivegrooves may render onto and off the same in opposite directions as thepulley is turned. The connections 76 and 77 are passed around therespective sets of pulleys, first passing around one of the pulleys ofthe set 79 and then around one of the pulleys of each of the sets 80 and81, respectively, thence returning to pass around another one of thepulleys of the set 79, thence around another one of the pulleys of eachof the other sets of pulleys and so on until the connections have beenpassed around the pulleys of all the sets in proper sequence when theends of the cords are brought in and secured to the fixture or bracket84 at the point 87.

Connecting with the carriers 85 hearing the respective sets of pulleys80 and 81 are connections 88 and 89, respectively, which extendlaterally in opposite directions around pulleys 90 arranged at thebottom of the primary frame in any suitable manner and preferably .someconsiderable distance removed from the longitudinal center of themachine and equidistant therefrom. After rendering around these pulleysthe respective connections 88' and 89 are passed downwardly and inwardlyto connect with an arm 91 fixed to project from the bottom end of theframe carrying the gyroscopic engine 32.

The operation of these connections is as follows:

As the machine becomes unbalanced to turn laterally to one side or theother draft will be exerted upon one or the other of the. connections 88or 89 depending upon the direction of displacement, with the effect.that one or the other of the sets of pulleys 80 or 81 will be drawn awayfrom the set of pulleys 79 and the tackle running between the samelengthened with the effect of drawing in the end of one or the other ofthe connections 76 or 77 connecting with the operators seat, and movingthe same laterally in one direction or the other, thereby automaticallycontrolling the minor lateral balancing planes as before described. Tnother words, assuming that the machine has become laterally unbalancedor tipped to the right, the gyroscopic engine and frame carrying thesame maintaining their normal position, thereupon draft will be eX ertedupon the connection 88. The set of pulleys 80 will then be drawnlaterally away from the pulleys 79 lengthening the tackle or thatportion of the connection 76 running between these pulleys. This has theeffect of drawing in the end of the connection 76 connecting with theoperators seat or rather with the 0st 39 in engagement therewith asaforesaid, when the operators seat will be moved laterally toward theleft or in a direction reverse to that of its displacement. At the sametime as the seat thus becomes laterally moved draft will be exerted uponthe connection 77 which tends to draw in the set of pulleys 81 towardthe set of pulleys 79 b shortening the tackle running between t esepulleys. This has the effect of taking up the slack which develops inthe connection 89 by reason of the displacement of the machine. As themachine becomes restored to its normal balance or position ofequilibrium draft will be restored' connection 89 which tends throughthe con-' nection 77 to draw the seat toward the right and through theconnection 70 to take up slack in the connection 88 and as the machinebecomes restored to its normalposition draft upon the connection 88will, through the connection 76, tend to restore the seat to itsoriginal and normal position and likewise other connecting parts.

It will be further observed with respect to the connections abovedescribed that the compounding of the pulleys acts to control the seatto have movement commensurate with the displaced position of themachine, the arrangement being capable of considerable variation indisposition, length of tackle, number of pulleys and other respectswhereby just the proper movement of the seat and adjustment of the minorplanes may be obtained as occasion may require.

One difficulty with the employment of a gyroscopic engine for thepurposes of automatic control resides in thefact that the engine maybecome displaced from its normal position of operation which tends to sodisarrange the entire automatic control that it no longer is capable ofoperating properly. According to the construction shown, however, theengine 32 is retained in its normal position of operation or restoredthereto in the event of its displacement from such positionautomatically and through the force or forces developed by it, and thismoreover through the principles of operation described in my co-pendingapplication for Letters Patent of the United States, filed November 16,1909, Serial No. 528,318. In the present case, however, the constructionis somewhat modified and simplified. It will be observed that the engineconnects with the propeller 33 through a transmission consisting in partof a series of gears a portion of which, as will be explained, haveclutch-forming engagement with one another. In Fig. 5 it will be seenthat the engine shaft 91 turns within bearings 95 formed in therespective upper and lower bars of the engine frame. This shaft extendsupwardly beyond the upper frame bar of the engine frame and bears uponits end a beveled gear 96. This gear meshes with beveled gears 97 and-98, respectively, carried by the yoke and arranged to engage the gear'96on opposite sides thereof that it may become turned thereby in reversedirections. The gears 97 and 98 are each arranged within the yoke uponthe end of a shaft 99 (see Fig. 14)., These respective shafts arejournaled to turn within the respective trunnions 66 of the yoke whichare made hollow and form bearings therefor.

Arranged concentric with the gears 97 and 98 adjacent the inner facesthereof and parallel therewith are other gears 100 and 101,respectively. These gears are fixed to shafts 102, socketed to turnwithin theshafts 99 of the gears 97 and 98, respectively, and have alsoslight longitudinal movement therein by which the gears 100 and 101 maymove toward and away from the gears 97, 98, to which they are adjacent.For the purpose of holding the gears 100 and 101 in place and to preventundue displacement thereof away from the gears 97, 98, they areseparated and held by a hollow space bar 103 which fits over the innerprojecting ends of the shafts 102 and against the ends of which bar thegears are adapted to bear. (See Figs. 13 and 14.)

Interposed between and meshing with the gears 100 and 101 is a beveledgear 10 1. This gear is arranged upon a shaft 105 that extends upwardlythrough the head of the yoke 65 and is journaled to turn therein and ina bearing or sleeve 106 aflixed to the yoke. The shaft 105 carries uponits end a beveled gear 107 which meshes with a beveled gear 108 arrangedupon a shaft 109 bearing the propeller 33. This shaft is supported bythe brace 68 which assists in the support of the yoke and is otherwisesupported from the auxiliary frame in any suitable manner as by a brace110 forming a part of the auxiliary frame.

It is through the gears above referred to that the force generated bythe engine is transmitted for turning the propeller 33, engagementbetween the gears 97, 100 and 98, 101 being effected in the followingmanner:

The gears comprising each of these respective sets of gears are arrangedso far separated from one another as to leave a chamber 112 between thesame. This chamber is closed by means of annular clutchforming members113, 114, respectively, secured to the respective gears and cooperatingwith one another in a manner whereby they may form a clutch engagementconnecting the respective gears to rotate in unison upon separating thegears.

Each of the respective sets of gears are separated from one another toform a clutch engagement between the same by the admission of compressedair to the chamber 112 between them. It will be observed by reference toFig. 13 that the end of each of the hollow trunnions is closed by apacked gland or plug 115 having threaded engagement therewith and heldin place by a locking nut 116. Compressed air is introduced through theplugs 115 into the hollow or chamber of the plugs adjacent the outerends of the shafts 99 of the respective gears 97 and 98. From thence thepassages are continued through the ends of these shafts and through theshafts 102 of the gears 100 and 101, respectively, bypassages 117 whichconnect with the respective chambers 112. When compressed air is thusadmitted to the chambers 112 between the respective sets of gears thegears 100 and 101- are forced inwardly, the shafts of these gears havingas above described a slight longitudinal movement in their respectivebearings.

When compressed air is admitted into the chambers 112 between both setsof gears it;

is evident that a clutch-forming engagement will be effected betweenthese sets and the force generated by the engine will be transmittedto-the propeller shaft through all of the gears. If, however, air beadmitted between but one of said respective sets of gears then aclutch-forming engagement will be effected only between that set ofgears, the other set of gears being out of clutch-forming engagementwith one another and accordingly will no longer assist in transmittingthe force generated by the engine. This according to the principlesdescribed in my said application is of essential importance inasmuch asthe position of the gyroscopic engine and frame carrying the same willdepend upon whether the force generated by the engine is beingtransmitted through both sets of clutch-forming gears or only one set.

This may be understood from the fact that the respective sets of gears97, 100 and 98, 101 are being turned in reverse directions by the gear96 arranged upon the engine shaft. They will accordingly set up orcreate forces against the gear 96 tending to move this gear, the frameand engine carried by it in a direction reverse to that in which thesets of gears are turning. These forces, however, being in reverse andopposite directions neutralize one another when both sets of gears aretransmitting the force generated by the engine and accordingly have no-effect upon the gear 96, through the engine shaft, to change the normalsuspended position of the engine and frame carrying it. When, however,the force generated by the engine is transmitted through one only ofgtherespective sets of gears, the reactive influence thereof being no longerneutralized, the tendency will be for such reactive force or influenceupon the gear 96, through the engine shaft, to turn the gyroscope andframe carrying the same in a direction reverse to that in which thegears purpose of holding the gyroscope and-frame carrylng the same inits normal position of suspension or restoring the same thereto in caseof displacement from such position, and

this is effected automatically in thefollowing manner:

The air under compression is admitted through the ends of the trunnionsto the chambers 112 formed between the respective clutch-forming gearsby means of pipes 120, 121, respectively, the pipe 120 connecting withthe air compression chamber located between the gears 97, 100 and thepipe 121 with the compression chamber between the gears 98, 101. Boththe pipes 120, 121, connect with a valve casing l22 aflixed to one ofthe rails 11 of the auxiliary frame and having preferably a dispositioncrosswise the machine. This casing contains a sliding valve 123 whichacts to control the air under compression admitted to the pipes 120,121, which connect with the respective compression chambers asaforesaid. The valve casing 122 is an elongated casing, the ends thereofbeing designed to provide exhaust chambers 124, 125 respectively, whichconnect with the atmosphere through openings 126 leading through thewall of the casing. Extending inwardly from the chambers'124, 125, thecasing is formed to provide ports 127, l28,'respectively, while betweenthese ports the casing is enlarged to form a central air-receivingchamber 129.

'The valve 123 consists of the respective head or end portions 130, 131,respectively, contracted portions 132, 133, and interior portions 134,135, respectively. The head or end portions 130, 131, of the valve arearranged to slide into and out of the ports 127, 128 and control theseports from the exhaust chambers 124:, 125 in communication with theatmosphere as aforesaid. The interior portions 134, 135, of the valveare arranged to slide, respectively, into and out of the ports 127, 128,and control these ports with respect to the central chamber 129 of thevalve casing. Air under compression is admitted to the chamber 129through an inlet pipe 136 from any suitable source of supply.

The pipes 120, 121, which connect with the respective compressionchambers as aforesaid connect also with the valve casing at the pointsof the respective ports therein, the pipe 120 connecting with the valvecasing at the point of the port 128 andthe pipe 121 connecting with thevalve casing at the point of the port 127.

The length of the valve is such that when it is in a balanced centralposition as shown in Fig. 15 both of the heads 124, 125, of the valvewill lie within the outer ends of the ports 127, 128, closing theseports from the respective exhaust chambers 124, 125, and from theatmosphere. The interior portions 134. 135, of the valve will then be ina position where they will lie just adjacent the inner ends of the ports127, 128, but in a position whereby air admitted to the chamber 129 willenter the respective ports and thence be admitted to both pipes 120,121, and accordingly pass to both of the compression chambers 112.

When, however, the relative position of the valve becomes changed withinthe casing as by moving the valve in the direction of the arrowindicated on it, or in a reverse direction, either one or the other ofthe portions 134, 135, of the valve will be moved into the port to whichit is adjacent, closing the port from the chamber 129 and consequentlypreventing the passage of compressed air from one to the other of thepipes 120, 121, and compression chamber 112 with which these pipesconnect. For example, if the valve be moved in the direction of thearrow indicated thereon the portion 134 of the valve will be moved toclose the port 127 and shut off the admission of air to the pipe 121which connects with the compression chamber 112 between the set of gears97, 100, when the force of the engine will no longer be transmittedthrough this set of gears. On the other hand, if the valve be moved in adirection reverse to that of the. arrow indicated upon it the portion135 of the valve will be moved to close the port 128 and shut off theadmission of air to the pipe 120 and compression chamber 112 between thegears 98, 101 when the force developed by the engine will no longer betransmitted through this set of gears.

Thevalve 1.23 is controlled as follows: Extending from the valve is astem 140. This stem connects with a link 141. To the upper end of thislink there pivotally connects a link 142 which pivotally connects inturn with an arm 143 that extends upwardly from one of the hangers 71,hearing the engine frame and which is fixed thereto to turn therewith.To the other end of the link 141 there is pivotally secured a link 144.Pivotally connecting with the ends of this link are rods 145 and 146,respectively. The rod 145 pivotally connects with the lower end of asuspended frame 147 that is pivotally. secured at points 148 tostanchions 3 of the main frame to hang suspended therefrom and betweenthe same on one side of the machine adjacent to the operators seat. Therod 146 pivotally connectswith the lower end of a suspended frame 149pivotally secured at points 150 to stanchions of the main frame andwhich hangs suspended therefrom and between the stanchions on the otherside of the machine adjacent to the operators seat.

Both frames 147 and 149 are freely suspended to turn upon axes parallelwith the longitudinal axis of the machine and to occupy normal suspendedpositions irrespective of the laterally turned positions of the machine.For assisting in giving a normal stability to the respective frames bythe addition of weight thereto, each of the frames carries a fuel supplytank 151. It is also to be observed that the frames are of unequallengths and that the tanks carried by them occupy different suspendedpositions. Accordingly any tendency upon the part of the frames to apendulous movement owing to the motion of the machine will be broken upand reduced to a minimum. The frames 147 and 149 by reason of theirmaintaining a normal gravitated position as aforesaid will through therods 145, 146 and link 144 operate to hold the lower end of the link 141which connects with the valve stem in a constant position irrespectiveof the turned position of the frame. In this they eooperate with thegyroscopic engine itself and frame carrying the same which connects withthe valve stem through the arm 143 and links 142, 141, as aforesaid.Just as long as the engine and frame carrying the same occupy theirproper normal gravitated positions or positions of suspension the valve123 will be held in a normal balanced position within the valve casingand compressed air will be admitted through both of the pipes 120, 121,to both of the compression chambers 112 between the respective gears 97,100, 98, 101. The force of the engine will then be transmitted throughboth these sets of gears and, accordingly, has for reasons aboveexplained, no effect to disturb the position of the engine and frame.lVhen, however, the engine and frame carrying the same become displacedfrom their normal positions and the engine continues to rotate in suchdisplaced position thereupon the engine will, through the engine frameand linkage above described, operate to move the valve stem in the valvecasing and cut off the supply of air from either one or the other of thepipes 120 or 121. The force of the engine will then be transmittedthrough one or the other of the sets of gears 97, 100, 98, 101, or thatset the reactive influence of which will operate to return the engine toits normal position of suspension when all the parts will resume theiroriginal or normal positions with the valve 123 occupying a balancedposition within its casing.

Reference will now be made to the manner in which the rudders 17 and 18,20 and 21 are controlled or those by which the machine may beturnedhorizontally to the.

ame-77 right or left or vertically up and down. Both these sets ofrudders are manually controlled by a lever 155 and wheel 156 carried byit which are arranged just in front of the operators seat. The lever 155comprises a hollow tubular member or pipe bent into the form of an archto form side portions 157, 158 and connecting head portion 159, andprovided with separate downwardly extending portions or ends 160, 161.The lever is mounted to turn on the rails 11 of the auxiliary frame,pivotal connection being made between the lever and the rails of theframe at the points 162 with the hollow portions 157, 158, of the leverextending above the points of fulcrumage and the portions or ends 160,161, of the lever below the same whereby said respective portions willmove in reverse directions longitudinally of the machine as the lever isturned about its axis. The wheel 156 carried by the lever is mountedupon a shaft 163 secured centrally to the head portion 159 of the lever,the arrangement of the parts being such that the wheel will turn upon ahorizontal axis and be easily accessible to the operator.

Secured to the wheel and concentric therewith is a pulley 161. It willbe observed by reference to Fig. 17 that that'portion 159 of the head ofthe lever to which the wheel is secured is curved in a manner wherebythe pulley 164 will lie within the hollow of the bend formed therein orso that the side portions 157, 158 of the lever on opposite sides of thepulley and adjacent thereto will lie substantially in line with thegrooves formed in the pulley. The pulley 164 possesses certain peculiarcharacteristics in that it is provided with a spiral groove, thoseportions of the pulley also in which the groove is formed rapidlydiminishing in diameter from its opposite sides toward the center.Wrapped around the pulley are connections 165 and 166, respectively.These connections are secured to the opposite sides of the pulley at therespective points 167 and 168, from whence the connections pass aroundthe pulley in the groove thereof to its center and thence pass laterallyin opposite directions to enter the hollow of the respective portions157, 158, of the lever and pass through the same to emerge therefrom atthe points 169 just adjacent to the points 162 where the lever turns.Thence the respective connections pass backwardly through the tailportion of the machine, first eXtonding downwardly and around pulleys orguides 171 (see Figs. 1 and 2) secured to the stanchions of thesecondary frame and then upwardly to connect with the ends of arms 172projecting at right angles from the outer sides of the respectiverudders 17 and 18 by which they may be turned, and thence forward bybranch connections to connect with the rear edges as pull is exerted bythe wheel upon one of the connections 165, 166, the slack developed inthe other connection will be immediately taken up and in a commensurateamount by the pulley. Itis also to be observed that owing to thedifference in diametrical size of the pulley the connections and rudderscontrolled by them will be moved very slowly at first but with graduallyincreasmg rapidity as the wheel becomes further turned.

The rudders 20 and 21 are controlled by means of the lever 155 and thisby pivotally turning the same backward or forward. The motion of thelever is transmitted to the respective rudders 20 and 21 in thefollowing manner:

Connecting with the arm 157 of the lever is a connection 176 whichextends downwardly and backwardly through the tail portion of themachine and over a pulley or guide 177 and thence backwardly to engagethe lower end of a bar 178 which extends crosswise through the rudder 20at right angles theretoby which the rudder may be turned, and thencebackward by branch connections to connect with'the rear edge of saidrudder. Connecting with the arm 160 of the lever is a connection 179which extends backwardly through the tail portion of the machine andover a pulley or guide 180 fixed to one of the stanchions of thesecondary frame, thence backwardly and upwardly to connect with theupper end of the bar 178 fixed to the rudder 20 as aforesaid, and thenceby branch connections to connect with the rear edge of this rudder.Through these connections 176 and 179 the rudder 20 can be moved orturned upon its axis of support in one direction or the other simply bymoving the lever in reverse directions. Arrangement is made whereby therudder 21 will be moved simultaneously with the rudder 20 but will havea different rate of movement, this rudder moving more slowly than therudder 20 during the initial movement of the lever but graduallyincreasing in movement until such time as the lever has been moved tothe limit of its swing when the rudder 21 will have been moved to anangular position, the same as that attained by the rudder 20, This isoffected as follows:

Connecting with the arm 158 of the lever is a connection 181 whichextends backwardly and downwardly around a pulley or guide 182 fixed toone of the side rails 11 of the auxiliary frame, thence upwardly andaround a pulley 183 fixed to one of the upper beams 6 of the secondaryframe, thence forward and around a pulley 193 fixed to the same beam andthence backwardly to connect below the rudder 21 with the end of a bar184 that extends crosswise through the rudder at right angles thereto bywhich the rudder may be turned. From the end of this bar the connectionfurther extends by branch connections to connect with the rear edge ofthe rudder. Connecting with the arm 161 of the lever is a connection185that extends backwardly and upwardly over a pulley or guide 186 securedto one of the rails 11 of the auxiliary frame, thence upwardly andaround the pulley 183 and thence backwardly to connect with the upperend of the bar 184 at a point above the rudder 21, thence extending bybranch connections to the rear end of the rudder.

It is apparent that as the lever 155 is moved backward or forward thatthe motion thereof will be transmitted through the connections 181 and185 to the rudder and give it the same movement .as that imparted to therudder 20 excepting however that the rudder 21 will have a differentrate of movement as aforesaid and this by reason of the passing of thesaid connections 182, 1,85 around the pulley 183. This pulley is verymuch like the pulley 164 secured to the wheel 156, inasmuch as thediameter of the pulley rapidly diminishes from the sides thereof to thecenter. (See Fig. 11.) Running around this portion of the pulley is aspiral groove 188. The pulley is also provided adjacent the sidesthereof with grooves 189, 190, respectively. The connection 181 is'firstwrapped or wound around the pulley by several turns of the groove 189,the wrappings first being made in a direction counter to the movement ofthe hands of a clock, and thence continued through that portion 191 ofthe pulley forming the inner side of the groove 189 therein by anopening 192 therein, the connection thence entering the spiral groove188 and the wrapping continued in the same direction to about the centerof the pulley, where the connection then leaves the same to pass forwardand around the pulley 193, thence backward to connect with the bar 184as aforesaid. The connection 185 is first passed around the pulley inthe annular groove 190 with several windings in a direction just reverseto that of the windings of the connection 181 in the groove 189, thencepassing through an opening 194 formed in the portion 195 of the pulleywhich forms the inner side ofthe groove190 into the spiral groove 188 ina direction reverse to the connection 182 to about the center of thepulley where it leaves the same to connect with the upper end of the bar184 as aforesaid. In the operation of this pulley 183, owing to itssize, form, and the disposition and arrangement of its grooves includingthe manner in which the connections 182 and 185 connect therewith, it isobvious that as the lever is turned the said connections will renderonto and off the pulley in opposite directions for operating the rudder21. Owing to the fact that these connections are rendering onto and offthe pulley at about the center thereof, or at a point where it is of theleast diameter when the lever is initially moved, the rudder willaccordingly have a relatively-slow rate of movement at such a time. Asthe lever, however, becomes further turned and owing to the fact thatthe connections will gradually render onto and off those portions of thepulley having an increasing diameter, the rudder will accordingly have agradually increasing rate of movement and such rate that when the leverhas been moved to the limit of its stroke, then the rudder 21 will haveattained an angular position substantially the same as that to which therudder 20 has been moved.

For assisting in otherwise stabilizing and supporting the machine it isprovided with a system of stabilizing devices or keels. These keels areessential for the purpose of imparting stability to the machine at thetimes when it is subjected to abnormal influences tending to disturb itsequilibrium, as, for example, sudden gusts of wind or other atmosphericconditions tending to overbalance the machine or disturb the properposition of the machine in the air, thereby tending to overturn themachine or change or otherwise improperly direct its course. Thesekeelsmay be divided into several systems or sets, of which one set isprovided at the forward end of the machine and arranged below its centerof gravity for the purpose of resisting any atmospheric influencetending to overturn the machine by pressure applied to the main or otherplanes lying above the center of gravity of the machine. Other sets ofplanes are provided at the rear or the tail portion of the machine ofwhich one set tends normally to assist in maintaining the tail in aproper upright position and prevent any tendency thereof to sag undulyor become unduly raised, which in the one instance might cause themachine to fall, and in the other instance tend to overturn the machine.The other set of keels acts normally to hold the tail of the machine inproper lateral relation to the head thereof in the air and also act toprevent the head swinging around the tail of the machine in case themachine becomes subjected to lateral disturbing influences

